System and method for determining order of vehicles

ABSTRACT

A system includes a first communication module and a first ordering determination module. The first communication module is configured to be disposed onboard a first vehicle of a vehicle consist and to communicate individual messages that are targeted for communication with respective individual second vehicles of the vehicle consist. The first ordering determination module is configured to be disposed onboard the first vehicle of the vehicle consist, and to determine an order of the first vehicle and one or more of the second vehicles in the consist using message characteristic information. The message characteristic information corresponds to a transmission characteristic of the individual messages.

FIELD

Embodiments of the subject matter described herein relate to determiningthe order of vehicles in a system, for example, autonomously determiningthe order of propulsion-generating units in a vehicle consist.

BACKGROUND

A vehicle system may include one or more powered vehicles that may bemechanically linked (directly or indirectly) to non-powered vehicles.The powered and non-powered vehicles of the vehicle system may travel asa group along a designated route. In cases where the vehicle systemincludes multiple powered vehicles, the vehicle system may coordinateoperations of the powered vehicles to move the vehicle system. Forexample, a rail vehicle system (e.g., train) may include a powered unitconsist that has one or more powered units (e.g., locomotives)mechanically coupled to one another; the powered unit consist may inturn be coupled to one or more rail cars. Vehicles in a single consistmay include a lead powered unit and one or more remote powered units.The lead vehicle may control operation of one or more remote vehicles.More specifically, the lead vehicle (e.g., a lead locomotive) maycoordinate tractive and braking operations of the different poweredunits (e.g., remote or trail locomotives) to control movement of therail vehicle consist (e.g., a train). In some cases, a single train mayinclude a plurality of such locomotive consists. The locomotive consistsmay communicate with one another to coordinate tractive and brakingoperations of the train.

In certain conventional vehicle systems, the order of powered vehiclesin a given consist may not be known or easily obtainable. Further, tothe extent ordering information may be entered by an operator, suchinformation is prone to operator error, and may be incorrectly entered.

These and other drawbacks of conventional powered units of a consist mayresult in limited adjustability and/or fine tuning of control of pluralpowered units, difficulty in troubleshooting and/or adjusting forchanges in status of one or more vehicles, and the like.

BRIEF DESCRIPTION

In one embodiment, a system is provided that includes a firstcommunication module and a first ordering determination module. As usedherein, the terms “system” and “module” include a hardware and/orsoftware system that operates to perform one or more functions. Forexample, a module or system may include a computer processor,controller, or other logic-based device that performs operations basedon instructions stored on a tangible and non-transitory computerreadable storage medium, such as a computer memory. Alternatively, amodule or system may include a hard-wired device that performsoperations based on hard-wired logic of the device. The modules shown inthe attached figures may represent the hardware that operates based onsoftware or hardwired instructions, the software that directs hardwareto perform the operations, or a combination thereof.

The first communication module is configured to be disposed onboard afirst vehicle of a vehicle consist and to communicate individualmessages that are targeted for communication with respective individualsecond vehicles of the vehicle consist. The first ordering determinationmodule is configured to be disposed onboard the first vehicle of thevehicle consist, and to determine an order of the first vehicle and oneor more of the second vehicles in the consist using messagecharacteristic information. The message characteristic informationcorresponds to one or more transmission characteristics of theindividual messages.

In another embodiment, a method (e.g., a method for determining theorder of plural vehicles in a consist) is provided that includessending, from a first communication module disposed onboard a firstvehicle of a vehicle consist, plural first individual messages tocorresponding plural second vehicles of the vehicle consist. The methodalso includes determining first message characteristic informationcorresponding to the second vehicles receiving the first individualmessages. The method also includes determining, at an orderingdetermination module disposed onboard the first vehicle, a vehicle orderof the consist using the first message characteristic information.

In another embodiment, a tangible and non-transitory computer readablemedium is provided that includes one or more computer software modulesconfigured to direct a processor to send, from a first communicationmodule disposed onboard a first vehicle of a vehicle consist, pluralfirst individual messages to corresponding plural second vehicles of thevehicle consist. The one or more computer software modules are alsoconfigured to direct the processor to determine first messagecharacteristic information corresponding to the second vehiclesreceiving the first individual messages. The one or more computersoftware modules are also configured to direct the processor todetermine, at the first vehicle, a vehicle order of the consist usingthe first message characteristic information.

BRIEF DESCRIPTION OF THE DRAWINGS

The inventive subject matter will be better understood from reading thefollowing description of non-limiting embodiments, with reference to theattached drawings, wherein below:

FIG. 1 is a schematic diagram of a communication and control system fora vehicle consist, according to an embodiment.

FIG. 2 is a schematic diagram of a communication system forcommunicating data in a vehicle consist, according to an embodiment;

FIG. 3 is a schematic diagram of a multiple unit (MU) cable system in avehicle, shown in the context of the system network of FIG. 2;

FIG. 4 is a schematic diagram of an MU cable jumper; and

FIG. 5 illustrates a flowchart of a method for communicating betweendifferent vehicles of a vehicle system in accordance with oneembodiment.

DETAILED DESCRIPTION

Various embodiments will be better understood when read in conjunctionwith the appended drawings. To the extent that the figures illustratediagrams of the functional blocks of various embodiments, the functionalblocks are not necessarily indicative of the division between hardwarecircuitry. Thus, for example, one or more of the functional blocks(e.g., processors, controllers or memories) may be implemented in asingle piece of hardware (e.g., a general purpose signal processor orrandom access memory, hard disk, or the like) or multiple pieces ofhardware. Similarly, any programs may be stand-alone programs, may beincorporated as subroutines in an operating system, may be functions inan installed software package, and the like. It should be understoodthat the various embodiments are not limited to the arrangements andinstrumentality shown in the drawings.

Throughout this document, the term vehicle consist is used. A vehicleconsist can be a group of two or more vehicles that are mechanicallycoupled to travel together along a route. Optionally, a vehicle consistmay have a single propulsion-generating unit or vehicle. The vehicles ina vehicle consist can be propulsion-generating units (e.g., vehiclescapable of generating propulsive force, which also are referred to aspropulsion-generating units, powered units, or powered vehicles) thatmay be in succession and connected together so as to provide motoringand/or braking capability for the vehicle consist. Thepropulsion-generating units may be connected together with no othervehicles or cars between the propulsion-generating units. One example ofa vehicle consist is a locomotive consist that includes locomotives asthe propulsion-generating units. Other vehicles may be used instead ofor in addition to locomotives to form the vehicle consist. A vehicleconsist can also include non-propulsion generating units, such as wheretwo or more propulsion-generating units are connected with each other bya non-propulsion-generating unit, such as a rail car, passenger car, orother vehicle that cannot generate propulsive force to propel thevehicle consist. A larger vehicle consist, such as a train, can havesub-consists. Specifically, there can be a lead consist (ofpropulsion-generating units), and one or more remote consists (ofpropulsion-generating units), such as midway in a line of cars andanother remote consist at the end of the train.

The vehicle consist may have a lead propulsion-generating unit and atrail or remote propulsion-generating unit. The terms “lead,” “trail,”and “remote” are used to indicate which of the propulsion-generatingunits control operations of other propulsion-generating units, and whichpropulsion-generating units are controlled by otherpropulsion-generating units, regardless of locations within the vehicleconsist. For example, a lead propulsion-generating unit can control theoperations of the trail or remote propulsion-generating units, eventhough the lead propulsion-generating unit may or may not be disposed ata front or leading end of the vehicle consist along a direction oftravel. A vehicle consist can be configured for distributed poweroperation, wherein throttle and braking commands are relayed from thelead propulsion-generating unit to the remote propulsion-generatingunits by a radio link or physical cable. Toward this end, the termvehicle consist should be not be considered a limiting factor whendiscussing multiple propulsion-generating units within the same vehicleconsist.

One or more embodiments of the inventive subject matter described hereinrelate to methods and systems for communicating data in a vehiclesystem. The vehicle system may include a plurality of vehicles that aremechanically coupled or linked together (directly or indirectly) andcommunicatively coupled to each other. Each of the vehicles may have acorresponding vehicle network. One or more characteristics of messagessent between particular vehicles of the vehicle system may be measuredor otherwise identified and used to determine distance information forvarious vehicle pairs throughout the consist (e.g., informationcorresponding to distance between two vehicles). The distanceinformation may then be used to determine the order of the vehiclesalong a length of the consist.

Multiple unit (MU) cable connections between powered rail vehicles maycarry signals for throttle, dynamic brake, direction, and the like.Particular vehicles may include identification numbers or labels thatmay be used to communicate specific individual messages to acorresponding desired vehicle. However, such communication systems maynot include ordering information identifying the position of theparticular vehicle within a consist. For example, a message may becommunicated for receipt by a particular target vehicle (e.g., byoverlaying a digital MU path over one or more wires of a MU cable, suchas Ethernet over MU (eMU)) that provides for messages to be specific fora given vehicle.

A vehicle system may include one or more powered vehicles (or poweredunits) and one or more non-powered vehicles (or non-powered units). Incertain embodiments, the vehicle system is a rail vehicle system thatincludes one or more locomotives and, optionally, one or more rail cars.In other embodiments, however, the vehicle system may include non-railtype vehicles, including off-highway vehicles (e.g., vehicles that arenot designed or allowed by law or regulation to travel on public roads,highways, and the like), automobiles, marine vessels, and the like. Insome cases, at least a plurality of the vehicles in a vehicle system mayeach include a separate vehicle network.

The data communicated between the vehicles may be network data. In someembodiments, “network data” includes data packets that are configured ina designated packet format. For example, data may be packaged into adata packet that includes a set of data bits that are arranged to form acontrol portion and a payload portion. The control portion of the databits may correspond to addresses (e.g., source, destination), errordetection codes (e.g., checksums), and sequencing information (e.g.,timing information). The control portion may be found in packet headersand trailers of the corresponding data packet. The payload portion ofthe data bits may correspond to the information that was requestedand/or is used by the vehicle system for a designated purpose, such asfor making operational decisions and/or for controlling operations(e.g., tractive efforts, braking efforts, and the like) of the vehiclesystem. The payload portion may include operating data. Operating datamay include different types of data from various components of a vehiclesystem that are used to control operation of the vehicle system. Forexample, the operating data may include information from sensors thatindicates a performance level or state of a component of the vehiclesystem. For instance, fuel sensors may be configured to transmit signalsthat are indicative of a current fuel level or current fuel efficiency.In rail vehicle systems, sensors coupled to the engine or motors maytransmit data that indicates a notch (or throttle) level of the railvehicle system. Sensors may also be coupled to various elements ofmechanical systems (e.g., motors, engines, braking systems) and transmitsignals indicating when a corresponding element is properly operating orhas failed. Operating data may also include information from data radiosand global positioning system (GPS) units. GPS units may transmitinformation describing or indicating a position of the vehicle system.Data radios may transmit information regarding one or more differentvehicles of the vehicle system. In various embodiments, the payloadportion may be configured (e.g., sized) to determine a messagecharacteristic, such as a rate of communication between two vehicles ofa consist. In some embodiments, the payload portion of a packet may notinclude operating information, but instead be used solely fordetermining a communication characteristic, such as a rate ofcommunication.

With respect to the network data, the data packets may be packaged andcommunicated in accordance with a designated communications protocol.The designated communications protocol may include predetermined rulesand formats for exchanging data packets between nodes or computingsystems. Various communications protocols may be used for embodimentsdescribed herein including, but not limited to, an industry standardcommunications protocol, a proprietary communications protocol, and/oran open-source or publicly available communications protocol. In someembodiments, the data packets are packaged and communicated according toan Internet-layer type protocol for packet-switched internetworking. Forexample, the data packets may be packaged and communicated in accordancewith Internet Protocol version 6 (IPv6) or in accordance with InternetProtocol version 4 (IPv4). Alternatively or additionally, the datapackets may be packaged and/or communicated in accordance with anotherIP protocol version or another protocol. Network data may be generallyconfigured for the Internet protocol suite, which may be referred to asTCP/IP due to the Internet protocol suite including the TransmissionControl Protocol (TCP) and Internet Protocol (IP). Network data may alsobe configured according to the Session Initiated Protocol (SIP). Othercommunications protocols, however, exist and may be used by alternativeembodiments.

At least one technical effect of various embodiments described hereinmay include improved tailoring of commands for individual vehicles of aconsist. For example, the use of ordering information may be used totailor commands based on the position of a vehicle within a consist.Another technical effect may include improved redundancy or robustnessof information collection or sensing. For example, the use of orderinginformation may be used to identify vehicles particularly well suited tosupplement or replace information collected onboard a given vehicle,such as vehicles that are adjacent or nearby the given vehicle. Anothertechnical effect may include providing a convenient technique forretro-fitting existing vehicles to determine vehicle orderinginformation.

Generally speaking, in embodiments of the present inventive subjectmatter, message communication characteristics may be determined forpaths or tunnels communicatively connecting vehicle pairs of a consist.In some embodiments, a rate of communication may be determined forcommunications between each pair of vehicles in a consist. For example,for a consist including vehicles A, B, and C, communication rates may bedetermined for each pairing (e.g., a first communication rate betweenvehicles A and B, a second communication rate between vehicles A and C,a third communication rate between vehicles B and C). In someembodiments, rates may be determined in both directions (e.g., a ratefor communications from A to B and a separately determined rate forcommunications from B to A). The message characteristic information maythen be compared to determine distances between particular vehicles, andused, in combination with information identifying the forward mostvehicle of the consist, to determine an order of vehicles in theconsist.

In some embodiments, to address potential uncertainty due to transientfluctuations in one or more communication rates, average communicationrates (or other message characteristic information) may be determined.Additionally or alternatively, message characteristic information may bedetermined through the use of messages sent substantially simultaneously(e.g., messages sent at or near the same point in time or overessentially the same period of time) or concurrently (e.g., messagessent over overlapping time periods). In some embodiments, pluralvehicles of a consist may determine ordering information (e.g.,information describing, depicting or corresponding to an order ofvehicles or to distances of vehicles relative to the vehicle at whichthe determination is made), and communicate the determined orderinginformation to a lead or otherwise designated vehicle, with the lead orotherwise designated vehicle using the information provided by the othervehicles to determine an overall order of vehicles in the consist. Insome embodiments, the order determination described herein may be usedas an initial determination of order. In some embodiments, the orderdetermination may be used to check, confirm, or correct an orderpreviously specified, for example, via operator input, or an orderprovided by a stored file or record.

The determined ordering may be used, for example, to fine tuneoperational commands to individual vehicles in a consist based on theparticular order of the vehicles within a consist. For example, when aportion of a consist has crested a grade, but other vehicles are stillascending the grade, the vehicles located toward the front of theconsist may be given reduced tractive effort commands (or increasedbraking commands) and/or the vehicles located toward the rear of theconsist may be given increased tractive effort commands.

The determined ordering may also be utilized to improve redundancy orrobustness of a measurement, determination, or operation of a consist.For example, in one example scenario, positioning information of a leadvehicle in a consist may typically be determined via a GPS detectionunit disposed onboard the lead vehicle. If the GPS detection unitonboard the lead vehicle malfunctions or otherwise becomes unavailable,the determined ordering may be used to identify the closest vehicle tothe lead vehicle and use positioning information from a GPS unitdisposed onboard the closest vehicle to determine the position of thelead vehicle (for example, using the position of the closest vehicle asa rough approximation of the position of the lead vehicle, or, asanother example, by applying an offset to the position of the closesvehicle to determine the position of the lead vehicle).

FIG. 1 illustrates a schematic view of a communication and controlsystem 100 for a vehicle consist 102 in accordance with an embodiment.The vehicle consist 102 may include plural vehicles, such as poweredunits. The vehicle consist 102 of the depicted embodiment includes atotal of “n” powered vehicles, identified in FIG. 1 as a first vehicle110, a second vehicle 120, a third vehicle 130, and an n^(th) vehicle140. The vehicle consist may be considered to be ordered in a directionof travel 105, with the vehicles identified as 1^(st), 2^(nd), 3^(rd),4^(th) . . . n^(th) along the direction of travel 105. In theillustrated embodiment, the first vehicle 110 is the forward mostvehicle along the direction of travel 105 and the n^(th) vehicle 140 isthe rearward most vehicle along the direction of travel 105. In theillustrated embodiment, the first vehicle 110 is configured as a logicallead powered unit, and the other depicted vehicles 120, 130, 140 areconfigured as logical trail powered units that receive control commandsfrom the first vehicle 110. In other embodiments, the logical leadpowered unit may not necessarily be disposed in a forward most positionin the direction of travel 105. The vehicles 110, 120, 130, 140 may bepropulsion-generating vehicles. The vehicles 110, 120, 130, 140 in someembodiments are rail vehicles, such as powered rail vehicles orlocomotives. Messages or commands from the lead powered unit may betransmitted to the trail powered units to control one or more operationsof the trail powered units. In the illustrated embodiment, the vehiclesjoined are joined by a communication path 104. For example, the vehiclesmay be joined by a multiple unit (MU) line, so that the communicationpath 104 physically extends through the vehicles of the consist.Messages or packets may be sent along virtual paths or tunnels so that agiven message may be just communicated between a pair of vehiclesinstead of to all vehicles in a consist. Other communication paths(e.g., wireless) may be employed in various alternate embodiments.

The first vehicle 110 includes a first communication module 112, a firstordering determination module 114, a memory 116, a first control module118, and a propulsion module 119. The memory 116 may be accessed orutilized by one or more aspects of the first vehicle 110, such as thefirst ordering determination module 114 or the first control module 118.The first control module 118 is configured to develop and/or determinecontrol messages for operational aspects of the first vehicle 110, suchas the propulsion module 119. The propulsion module 119 is configured topropel the vehicle 110 along a route, such as a railroad track. Thepropulsion module 119 may include, for example, wheels and driveassemblies, as well as braking components or systems, such as dynamicbraking components or systems. In some embodiments, for example, wherethe first vehicle 110 is configured as the lead vehicle of the consist102, the first control module 118 may be configured to determine ordevelop control message for operational aspects of other vehicles of theconsist. The first control module 118 may be configured to develop atrip plan corresponding to a series of propulsion commands to beperformed by each of the vehicles 110, 120, 130, 140 to perform amission.

As depicted in FIG. 1, the first communication module 112 is configuredto be disposed on-board the first vehicle 110. Also, the firstcommunication module 112 is configured to send and receive informationto and from other vehicles of the consist 102. The first communicationmodule 112 may be configured to communicate individual messages withplural vehicles (e.g., second vehicle 120, third vehicle 130, n^(th)vehicle 140) of the consist 102. The individual messages may be targetedfor communication with particular respective individual vehicles of thevehicle consist. For example, the first communication module 112 may beconfigured as a router/transceiver configured to send packets ofinformation via modulated signals sent over one or more channels of a MUline. The messages may be sent via Ethernet over MU (eMU), with eachmessage including a control portion such as a header portion and apayload portion, with the header portion specifying a particular vehicleto which the message is targeted. Thus, a first header may designate apacket for communication between the first vehicle 110 and the secondvehicle 120, a second header may designate a packet for communicationbetween the first vehicle 110 and the third vehicle 130, a third headermay designate a packet for communication between the second vehicle 120and the third vehicle 130, and the like. Only communication modulesdisposed onboard the particular vehicle(s) identified in a header mayde-modulate or otherwise analyze a given packet, with the communicationmodules of other vehicles not identified in the header of the givenpacket ignoring or disregarding the packet. These messages may beunderstood as being sent via tunnels, with each tunnel connecting adistinct pair of vehicles.

In FIG. 1, a number of tunnels communicatively linking distinct pairs ofpowered units are depicted as dashed lines. The tunnels may beunderstood as virtual tunnels connecting distinct pairs of poweredunits, as one or more of the tunnels may physically be included as partof single line joining the powered units, such as the communication path104 (e.g., a MU line). In the illustrated embodiment, a tunnel 150communicatively links the first vehicle 110 and the second vehicle 120,a tunnel 152 communicatively links the first vehicle 110 and the thirdvehicle 130, a tunnel 154 communicatively links the first vehicle 110and the n^(th) vehicle 140, a tunnel 156 communicatively links thesecond vehicle 120 and the third vehicle 130, a tunnel 158communicatively links the second vehicle 120 and the n^(th) vehicle 140,and a tunnel 160 communicatively links the third vehicle 130 and then^(th) vehicle 140. Additional tunnels may be used to communicativelylink additional powered units.

For example, the first communication module 112 may be configured todevelop and send messages via the appropriate tunnels includingindividual propulsion commands (e.g., as a portion of a payload portionof a packet) to the second vehicle 120, the third vehicle 130, and then^(th) vehicle 140, and to receive specific individual status messagesfrom the second vehicle 120, the third vehicle 130, and the n^(th)vehicle 140. Information from the status messages may be used todetermine a future command to at least one of the second vehicle 120,the third vehicle 130, and the nth vehicle 140, to revise a trip plan,or the like.

The first communication module 112 may also be configured to sendmessages that have been configured or developed specifically formeasuring or determining message characteristic information, and todetermine a characteristic (e.g., rate) for the various tunnels throughwhich the first communication module 112 is configured to transmit orreceive messages (e.g., tunnels 150, 152, 154). Message characteristicinformation may be understood as information corresponding to one ormore characteristics of the transmission of messages, and notnecessarily the content of the messages themselves. For example, messagecharacteristic information may include information regarding the timeconsumed by the sending or receiving of a message, a communication rateat which information may be transmitted between a pair of vehicles in aconsist, or the like. The communication rate may correspond to a ratenegotiated between routers of a pair of vehicles. As another example,message characteristic information may include information correspondingto signal quality metrics, such as signal to noise ratio (SNR).

A message may be configured or developed specifically for measuring ordetermining message characteristic information, for example, by beingconfigured to have an amount or volume of data that is relatively large(e.g., an amount at or near the limit of data that may be sent through agiven tunnel in a relatively short amount of time). For example, amessage or messages at or near the limit of amount of data a particulartunnel may accommodate over a given time period may be sent through thetunnel, and the amount of time required to transmit and receive the dataand/or a communication rate through the given tunnel may be determined.As another example, messages sent to different vehicles from a givenvehicle may be configured to be substantially the same size or containsubstantially the same number of bits or amount of data to help provideuniformity in the determination of message characteristic information.In some embodiments, a characteristic (such as rate) may be measuredduring the transmission of messages that are configured for operationaluse by one or more units of a vehicle system, for example messages thatcontain commands for tractive efforts or status information. In someembodiments, a characteristic (such as rate) may be measured during thetransmission of messages that are configured for operational use, buthave been modified. For example, a message containing a command for atractive effort, or, as another example, status information, may bemodified so that the message is larger than necessary to convey thecommand or status information, with the increased size of the messageconfigured to improve the measurement of a characteristic (such asrate).

Data communication rates along one or more tunnels may not be constantand may vary for a variety of reasons over relatively short timeincrements, thereby providing a potential source of error whendetermining a communication rate for a given tunnel, as well as whencomparing relative values of rates determined for different tunnels.Thus, in some embodiments, messages (e.g., messages configured todetermine a rate (or other characteristic)) may be sent substantiallysimultaneously along plural tunnels. Further, larger messages and/orplural messages (e.g., repeated messages configured to determine a rate)may be sent to determine an average rate collected over a large enoughtime period to help minimize or reduce the effect of any transientchanges in rate.

The first ordering determination module 114 is configured to be disposedonboard the first vehicle 110. The first ordering determination module114 is configured to determine an order of plural vehicles in theconsist 102 using message characteristic information obtained via thefirst communication module 112. The message characteristic information,as also discussed above, corresponds to a transmission characteristic ofindividual messages. The transmission characteristic of a messagerepresents one or more parameters of the transmission of the message, asopposed to the contents of the message, in one embodiment. For example,a communication rate at which messages are communicated between vehiclesmay be determined as a transmission characteristic using individualmessages sent between each pairs of vehicle, and the communication ratesused to determine the order of the vehicles in the consist 102. Asanother example, the signal-to-noise ratios of messages that arecommunicated between vehicles may be determined as a transmissioncharacteristic using individual messages sent between each pairs ofvehicle, and the signal-to-noise ratios used to determine the order ofthe vehicles in the consist 102.

In one example scenario, the first communication module 112 may sendmessages to each of the other vehicles of the consist 102 depicted inFIG. 1. Thus, the first communication module sends a first message tothe second vehicle 110 via tunnel 150, a second message to the thirdvehicle 130 via tunnel 152, and a third message to the n^(th) vehicle140 via tunnel 154. The first communication module 112 then determinesmessage characteristic information (e.g., communication rate, signalquality metric, or the like) for each of the individual messages sent tothe particular vehicles of the consist 102.

For example, the first communication module 112 may determine acommunication rate along each tunnel. Generally speaking, the closer twovehicles (or two communication modules are), the higher the rate ofcommunication will be. Closer vehicles may be able to negotiate fasterrates of communication due to higher signal-to-noise ratios and/orshorter propagation paths than more distantly located vehicles. Thus,the first communication module 112 may determine that the rate ofcommunication between the first vehicle 110 and the second vehicle 120is higher than the rate of communication between the first vehicle 110and the third vehicle 130, and that the rate of communication betweenthe first vehicle 110 and the third vehicle 130 is higher than the rateof communication between the first vehicle 110 and the n^(th) vehicle140. Additionally or alternatively, the first communication module 112may compare the signal-to-noise ratios of the messages. For example, themessages communicated between closer vehicles may have greatersignal-to-noise ratios than the vehicles that are spaced apart by longerdistances. The first ordering determination module 114 may thendetermine distance information, using the message characteristicinformation corresponding to the communication rates between the variousvehicles and the first vehicle 110. Continuing the above discussedexample, the first ordering determination module 114 may determine thatthe second vehicle 120 is closer to the first vehicle 110 than are thethird vehicle 130 and the nth vehicle 140 (using the higher or fasterrate of communication between the first vehicle 110 and the secondvehicle 120 compared to the rates of communication between the firstvehicle 110 and the other vehicles), determine that the third vehicle130 is farther from the first vehicle 110 than the second vehicle 120but closer than the nth vehicle 140 is to the first vehicle 110, anddetermine that the nth vehicle 140 is farther from the first vehicle 110than are the other vehicles. In some embodiments, the firstcommunication module 112 may determine or develop the distanceinformation and communicate the distance information to the firstordering determination module 114.

The first ordering determination module 114 may be configured todetermine the order of the vehicles in the consist using the distanceinformation along with lead information. The lead information maydesignate, indicate, or identify the lead vehicle of a consist, or theforward most vehicle of a consist. As one example, a lead vehicle may beidentified as a source of one or more air brake commands. For instance,the first ordering determination module 114 (or other module incommunication with the first ordering determination module 114) may beconfigured to note from which vehicle an air braking command originatesand identify that particular vehicle as the lead vehicle. Alternativelyor additionally, as another example, the lead or forward most vehicle(in some embodiments, the lead vehicle may not be the forward mostvehicle) may be identified using configuration information provided by atrip planner or other control aspect of the consist.

The first ordering determination module 114 may be configured to use thedistance information and/or the message characteristic information, aswell as the lead information, to determine the order of the vehicles inthe consist 102. For example, continuing the example scenario discussedabove, the first ordering determination module 114 may determine fromthe lead information that the first vehicle 110 is the lead vehicle andthe forward most vehicle of the consist 102. Then, because the firstvehicle 110 is forward most and the second vehicle 120 is closest to thefirst vehicle 110, the first ordering module 114 may determine that thesecond vehicle 120 is the second vehicle from the front. Also, becausethe third vehicle 130 is the next closest vehicle, then the firstordering determination module 114 may determine that the third vehicle130 is the third vehicle from the front, and so on until all of thevehicles have been ordered.

In some circumstances, for example where there is substantialvariability in communication rates, or, as another example, where aconsist is long enough so that communication rates and/orsignal-to-noise ratios for messages communicated between one vehicle andrelatively distant vehicles may be substantially similar, adetermination module may use distance or ordering information fromadditional vehicles to supplement all or a portion of the ordering ordistance information determined onboard a lead vehicle. In someembodiments, the first ordering determination module 114 may beconfigured to use at least one of distance or ordering informationdetermined or developed at trail powered units (e.g., second vehicle120, third vehicle 130, n^(th) vehicle 140) to determine an order ofvehicles in the consist 102. For example, plural vehicles (e.g., eachpowered unit of a consist) may send messages (e.g., from an associatedcommunications module via a series of tunnels) to other vehicles (e.g.,each other powered unit of a consist) or otherwise determine acommunication rate or other message characteristic information, witheach such vehicle having an ordering determination module disposedthereon and configured to determine distance and/or ordering informationfor each other vehicle relative to itself. The distance information (orordering information) may then be sent to a single vehicle (e.g., a leador forward most vehicle) for analysis and determination of the overallorder of the consist. In some embodiments, the lead vehicle may receivedistance information from plural trail vehicles and arbitrate betweenany inconsistent findings. In some embodiments, the lead vehicle maypreferentially use information from a vehicle that is closer to thevehicle or vehicles in question, or may use information having bettersignal quality metrics associated therewith.

In one example scenario, a consist may include ten serially connectedpowered units. Distance information from two of the vehicles, forexample, the second forward most unit and the rearward most unit, mayconflict regarding the relative ordering or placement of two or moreother units, for example, the eighth and ninth forward most units (or,put another way, the second and third rearward most units). An orderingdetermination module onboard a lead unit may then arbitrate between theconflicting information. For example, the ordering determination modulemay use information from a vehicle deemed to be closer to the vehiclesin question. For example, if based on distance information, the orderingdetermination module determines that one of the reporting vehicles iscloser to the vehicles in question, then the information or orderingprovided or indicated by the closer vehicle may be used. As anotherexample, information may be used from a vehicle reporting a highercommunication rate with the vehicles in question. As one more example,the trail vehicles may provide signal quality information along with thedistance information, and the ordering determination module may use theinformation provided by the vehicle reporting better signal qualitymetrics with the vehicles in question. For example, in the above examplescenario, the tenth vehicle may report higher communication rates withthe vehicles in question (the eighth and ninth vehicles), and theordering determination module may preferentially use the informationprovided by the tenth vehicle over information provided by the secondvehicle with respect to the ordering of the eighth and ninth vehicles.In some embodiments, information from plural vehicles may be weighted oraveraged to determine ordering of the vehicles in a consist.

In some embodiments, the order determination module 114 may beconfigured to determine an order using message characteristicinformation obtained or determined via messages sent from acommunication module of a single vehicle (e.g., a lead vehicle). Forexample, messages sent from a lead vehicle may be used to determinecommunication rates between the lead vehicle and each trail poweredunit. If the resulting message characteristic information is of asufficient quality or provides a sufficient level of confidence, thenthe order determined using the information obtained may be used todetermine the order of vehicles in the consist. However, if theinformation does not provide a satisfactory level of confidence (e.g.,if signal metric quality does not reach a threshold level, if relativecommunication rates or other message characteristic information for twoor more trail powered units are not substantially different or arewithin a threshold difference level, or the like), then supplementaltechniques may be employed to provide a higher amount or quality ofinformation. For example, communication rates may be determinedsimultaneously, communication rates may be determined over longer periodof times and/or using more measurements to provide average communicationrates, distance and/or ordering information may be determined atmultiple vehicles, or the like.

Once the order of the vehicles in the consist is known, the orderinginformation may be used in operating the consist 102. For example,previously determined tractive efforts of a trip plan may be modified orfine-tuned based on the ordering information. In some embodiments,throttle or braking commands may be altered based upon a positioning ofvehicles relative to a crest or sag using a determined order of vehiclesin a consists.

As indicated above, some or all of the trail vehicles of the consist 102may be configured to communicate with a lead vehicle, for example alongpaths (e.g., tunnels configured for communication between discrete pairsof vehicles). For example, each trail powered unit of a consist may havea defined individual communicative path linking the particular trailpowered unit with the lead powered unit of the consist. Each trailpowered unit may also have a plurality of defined individualcommunicative paths linking the particular trail powered unit with eachother trail powered unit of the consist. The trail vehicles may also beconfigured to determine message characteristic information, eitheracting alone or in cooperation with one or more other vehicles. Further,the trail vehicles may be configured to determine ordering or distanceinformation of other vehicles in the consist.

In the illustrated embodiment, the second vehicle 120 is configured as atrail powered unit, and includes a second communication module 122, asecond ordering determination module 124, and a memory associatedtherewith (not shown). The second vehicle 120 may also include a controlmodule (not shown) configured to provide commands (e.g., commandsreceived from a lead control module or commands created responsive tomessages received from a lead control module) to operational aspects ofthe second vehicle 120, such as a propulsion module (not shown). Thememory may be accessed or utilized by one or more aspects of the secondvehicle 120, such as the second ordering determination module 124 or acontrol module.

As depicted in FIG. 1, the second communication module 122 is configuredto be disposed on-board the second vehicle 120. The second communicationmodule 120 may be configured to send and receive information to and fromother vehicles of the consist 102. The second communication module 120may be configured to communicate individual messages with pluralvehicles (e.g., first vehicle 110, third vehicle 130, n^(th) vehicle140) of the consist 102. The individual messages may be targeted forcommunication with particular respective individual vehicles of thevehicle consist. For example, the second communication module 120 may beconfigured as a router/transceiver configured to send packets ofinformation via modulated signals sent over one or more channels of acommunication path (e.g., communication path 104) such as an MU line.The messages may be sent via eMU, with each message including a headerportion and a payload portion, with the header portion specifying aparticular vehicle to which the message is targeted. Only communicationmodules disposed onboard the particle vehicle(s) identified in a headermay de-modulate or otherwise analyze a given packet, with thecommunication modules of other vehicles not identified in the header ofthe given packet ignoring or disregarding the packet. These messages maybe understood as being sent via tunnels, with each tunnel connecting adistinct pair of vehicles.

Similar in certain respects to the first communication module 112, thesecond communication module 122 may also be configured to send messagesthat have been configured or developed specifically for measuring ordetermining message characteristic information, and to determine acharacteristic (e.g., rate) for the various tunnels through which thesecond communication module 122 is configured to transmit or receivemessages (e.g., tunnels 150, 156, 158). For example, messagecharacteristic information may include information regarding the timeconsumed by the sending or receiving a message between the secondvehicle 120 and a given vehicle, a rate at which information may betransmitted between the second vehicle 120 and a given vehicle, or thelike. A message sent via the second communication module 122 may beconfigured or developed specifically for measuring or determiningmessage characteristic information, for example, by being configured tohave an amount or volume of data that is relatively large (e.g., anamount at or near the limit of data that may be sent through a giventunnel in a relatively short amount of time).

In some embodiments, the second communication module 122 may determine acommunication rate along each tunnel through which the second vehicle120 communicates with other vehicles. The second ordering determinationmodule 124 may then determine distance information, using the messagecharacteristic information provided by the second communication module122, with the distance information corresponding to the communicationrates between the various vehicles and the second vehicle 120. Thedistance information (or ordering information) determined by the secondordering determination module 124 may then be forwarded to the firstordering determination module 114, with the first ordering determinationmodule 114 using distance information determined locally at the variousvehicles of the consist to determine the order of vehicles in theconsist, for example to supplement distance information determined forthe first vehicle 110 relative to the other vehicles in the consist.

The third vehicle 130 and the n^(th) vehicle 140 in the illustratedembodiment are configured substantially similarly in many generalrespects to the second vehicle 120. For example, in the illustratedembodiment, the third vehicle 130 and the n^(th) vehicle 140 areconfigured as trail powered units. The third vehicle 130 includes athird communication module 132 and a third ordering determination module134, and the n^(th) vehicle includes an n^(th) communication module 142and an n^(th) ordering determination module 144. The third and n^(th)vehicles 130, 140 may also each include a control module (not shown)configured to provide commands (e.g., commands received from a leadcontrol module or commands created responsive to messages received froma lead control module) to operational aspects of the vehicle on whichthe control module is disposed, such as a propulsion module (not shown).Associated memories (not shown) may be accessed or utilized by one ormore aspects of the vehicles. The communication modules and orderingdetermination modules of the third vehicle 130 and the n^(th) vehicle140 may be configured generally similar to the corresponding modules ofthe second vehicle 120.

In a relatively simple example scenario, message characteristicinformation may be determined for separate paths or tunnels from a firstto other vehicles of a consist, with determined distances from the firstvehicle used to order the vehicles in the consist. In other examplescenarios, distance or ordering information determined at additionalvehicles may be used to supplement information determined relative tothe first vehicle.

The table below depicts an example scenario illustrating determinationof an order of a consist having three vehicles, in accordance withvarious embodiments. As shown in the table below, the example consistincludes three vehicles, namely “A,” “B,” and “C.”

Path Communication Time A to B 42.9 Mbits/second A to C 14.8Mbits/second B to A 26.5 Mbits/second B to C 29.4 Mbits/second

In the example scenario, the above times were determined based onmessages sent at different times. One or more of the paths above may bechecked or confirmed utilizing rates determined using messages sent atthe substantially same time. For example, a determining module maynotice the difference between the paths A to B and A to C, and messagesmay be re-sent at substantially the same time to confirm that B and Care different distances from A (e.g., B is closer because A to B has thehigher communication rate). For instance, utilizing messages sentsubstantially at the same time, the communication rate A to B may bedetermined as 26.0 Mbits/second and A to C may be determined as 10.4Mbits/second, thereby confirming that B is closer to A than is C. Invarious embodiments, particularly where the number of vehicles in theconsist becomes larger, averaged rates and/or the use of messages sentat substantially similar times may be used to improve resolution ofrelative distances from a plurality of vehicles to a given vehicle. Itmay also be noted that in the example table, the paths are considered toextend along a single direction, so that a separate rate is determinedfor messages for B to A than determined for A to B.

Returning to the example scenario depicted in the table, it can be seenthat the communication rate from A to B is substantially higher than thecommunication rate from A to C. Thus, a determining module using themessage characteristic information may determine that the distance fromA to B is less than the distance from A to C. Similarly, it can be seenfrom the table that the communication rates from B to A and from B to Care quite similar. For example, a determining module may determine thattwo vehicles are equally distant from a third vehicle (e.g., disposed onopposite sides of the third vehicle) if the communication rates betweenthe two vehicles and the third vehicles are substantially similar (e.g.,within a threshold value or percentage). Thus, the determining modulemay determine that B is about the same distance from vehicles A and C.

Because it is thus determined that B is about the same distance fromboth A and C, and that A is closer to B than A is to C, the determiningmodule may then determine that A and C are located on either end of B,or that B is interposed between A and C. If the identity of the lead orforward most vehicle is known, the order of the consist may bedetermined using the distance or ordering information along with theinformation identifying the lead vehicle. In the example scenario, A maybe the lead or forward most vehicle. Thus, because it has already beendetermined that B is interposed between A and C, the order may bedetermined as A-B-C (from front to rear along a direction of travel).

The above example scenario is intended by way of example andillustration and not by way of limitation. For example, in otherembodiments, alternative or additional message characteristicinformation (e.g., a signal quality metric such as SNR) may be employed.Different numbers of vehicles in consists (e.g., four, five, or more)may be present in various embodiments. In some embodiments, all of thevehicles of a consist may be ordered, and in some embodiments a limitedsubset of the vehicles of a consist may be ordered. Further, in someembodiments, a vehicle system may include plural consists, with some orall of the consists independently determining the order of vehicles forthat particular consist.

FIG. 2 illustrates a system network (or communication system) 210 of avehicle system 212 formed in accordance with one embodiment. The vehiclesystem 212 includes a plurality of vehicles (or units) 218 a-218 c and262 a, 262 b that are mechanically coupled to one another, and areconfigured to traverse a route 214. The vehicle system 212 of theillustrated embodiment corresponds to the above discussed table, withunit 218 a corresponding to “A,” 218 b corresponding to “B,” and 218 ccorresponding to “C.” In some embodiments, the vehicles may be railvehicles (e.g., locomotives) and the route 214 may include railroadtracks. In some embodiments, the vehicle system 212 includes one or morevehicle consists. Different vehicles of a vehicle consist may coordinateoperations (e.g., tractive and braking efforts) with other vehicles inthe consist to move the vehicle consist and, consequently, the vehiclesystem. The vehicle system 212 may include only a single vehicle consistor a plurality of vehicle consists. For such embodiments that includemultiple vehicle consists, each vehicle consist may coordinateoperations with other vehicle consists to move the vehicle system. Forexample, individual consists may communicate with each other via awireless communication system.

In the illustrated embodiment, the vehicle system 212 is configuredincluding a single vehicle consist that includes multiple vehicles orunits. In other embodiments, however, the vehicle system 212 may includea plurality of vehicle consists that are directly or indirectly linkedto one another in the vehicle system 212. As shown, the vehicle system212 includes a plurality of powered vehicles 218 a-218 c. As usedherein, a “powered vehicle” is a vehicle that is capable ofself-propulsion. The vehicle system 212 may also include non-poweredvehicles (or units) 262 a, 262 b that do not provide propulsive efforts.In the illustrated embodiment, the non-powered vehicles 262 a, 262 b arerail cars used for cargo and/or carrying passengers. The term “powered,”however, refers to the capability of the powered vehicles 218 a-218 c topropel themselves and not to whether the powered vehicles 218 a-218 c orthe non-powered vehicles 262 a, 262 b receive energy (e.g., electriccurrent) for one or more purposes. For example, the non-powered vehicles262 a, 262 b may receive electric current to power one or more loadsdisposed on-board the non-powered vehicles 262 a, 262 b.

In some embodiments, the vehicle 218 a controls operation of thevehicles 218 b and 218 c and, as such, the vehicle 218 a may be referredto as a lead vehicle and the vehicles 218 b, 218 c may be referred to astrail vehicles. The vehicles 218 b, 218 c may or may not trail thevehicle 218 a when the vehicle system 212 is in motion. In alternativeembodiments, however, control of the different operations of the vehiclesystem 212 may be distributed among a plurality of the vehicles. In theillustrated embodiment, each of the vehicles 218 a-218 c is adjacent toand mechanically coupled with another vehicle in the vehicle system 212such that each and every vehicle is directly or indirectly connected tothe other vehicles. In one or more embodiments, the non-powered vehicles262 a, 262 b may be positioned before, after, or between the poweredvehicles 218 a-218 c.

Each of the vehicles 218 a, 218 b, 218 c may include a communicationmodule 234 a-c (see discussion above) and an ordering determinationmodule 236 a-c (see discussion above). In the illustrated embodiment,the communication modules are configured as router/transceiver units. Insome embodiments, each of the vehicles 218 a, 218 b, 218 c may determineordering or distance information corresponding to a distance or positionof the other vehicles with respect to itself. The information determinedlocally at each vehicle may then be forwarded to a designated vehicle(e.g. lead vehicle 218 a), with the ordering determination module of thelead vehicle determining an order of the consist using the informationprovided.

The system network 210 may include a plurality of sub-networks. Forexample, the system network 210 may be a wide area network (WAN) and thesub-networks may be local area networks (LANs). In the illustratedembodiment, each of the vehicles 218 a-218 c includes a correspondingvehicle network 290 a-290 c, respectively. In some embodiments, thevehicle networks 290 a-290 c may constitute separate LANs that are partof a WAN (e.g., the system network 210). Although not shown, thevehicles 262 a, 262 b may also include a vehicle network in alternativeembodiments.

In some embodiments, the system network 210 corresponds to a singlevehicle consist (e.g., the vehicle consist 213). The vehicle system 212may have a plurality of vehicle consists and, as such, the vehiclesystem 212 may include a plurality of system networks. Accordingly, insome embodiments, a single vehicle system 212 may include multiple WANsin which at least one of the WANs includes a plurality of vehiclenetworks (or LANs). In such embodiments, each of the vehicle consistsmay coordinate operations among the vehicles to move the vehicle system.The vehicle consists may also coordinate operations with one another tomove the vehicle system.

Each of the vehicle networks 290 a-290 c may include a plurality ofoperational components 232 a-c that are communicatively coupled to thecorresponding vehicle network. Each of the operational components mayhave a network address (e.g., IP address) within the correspondingvehicle network. The network address may be a static or designatedaddress that is established or assigned by an industry or proprietarystandard or the address may be a dynamic address designated by thesystem network 210. Data may be transmitted between the differentvehicles 218 a-218 c of the vehicle system 212 or, more specifically,between the different vehicle networks 290 a-290 c. For example, datamay be transmitted from the vehicle 218 a to the vehicle 218 b. In someembodiments, data transmitted within the vehicle networks 290 a-290 c(e.g., intra-network) is configured for one communications protocol, anddata transmitted between the vehicle networks 290 a-290 c in the systemnetwork 210 (e.g., inter-network) is configured for a differentcommunications protocol. Further still, data transmitted between thevarious vehicle networks 290 a-290 c may be transmitted along multiplepaths or tunnels.

In the illustrated embodiment, a first tunnel 270 is defined between thevehicle 218 a and the vehicle 218 b. Also, a second tunnel 272 isdefined between the vehicle 218 a and the vehicle 218 c. Further, athird tunnel 274 is defined between the vehicle 218 b and the vehicle218 c.

The data sent via the tunnels may be transmitted over a communicationchannel or line, such as a multiple unit (MU) cable system 226. The MUcable system 226 may include an electrical bus that interconnects thelead powered vehicle 218 a and the remote powered vehicles 218 b, 218 cin the vehicle system 212.

In some embodiments, a portion of the data may be transformed (e.g.,modified, modulated, and/or converted) prior to transmission over the MUcable system 226. For example, transformed network data may be data thatis at least one of encapsulated or modulated. When data is encapsulatedand/or modulated, the data may be changed from one form to a second,different form. Depending on the form, the data may be configured fortransmission within a vehicle network or, separately, may be configuredfor transmission between vehicle networks. This transformed network datamay be subsequently decapsulated (or translated) or demodulated suchthat the data is changed from the second form to the first form. Inother embodiments, the data may be changed from the second form to adifferent, third form when the modified data is decapsulated ordemodulated.

For various communication functions, the system network 210 may includerouter transceiver units 234 a, 234 b, 234 c that are disposed on-boardthe vehicles 218 a, 218 b, 218 c, respectively, and are described ingreater detail below. The router transceiver units 234 a, 234 b, 234 cmay be communicatively coupled to operational components 232 a, 232 b,232 c, respectively, which are also disposed on-board the respectivevehicles, as well as to the ordering determination modules 236 a, 236 b,236 c.

FIG. 3 shows aspects of the vehicle 218 a and the MU cable system 226 ingreater detail according to an embodiment. However, it should be notedthat FIG. 3 illustrates one example of a powered vehicle and MU cablesystem and that other configurations may be possible. In someembodiments, the MU cable system 226 may be an existing electrical businterconnecting the vehicle 218 a and the vehicles 218 b, 218 c in thevehicle consist 213 (see FIG. 2). In the illustrated embodiment, foreach of the vehicles 218 a-218 c, the MU cable system 226 comprises afirst MU port 236, a second MU port 238, and an internal MU electricalsystem 240 that connects the first port 236 and the second port 238 toone or more operational components 232 a of the vehicle 218 a. In theexample embodiment depicted in FIG. 3, the internal MU electrical system240 comprises a first terminal board 242 electrically connected to thefirst MU port 236, a second terminal board 244 electrically connected tothe second MU port 238, a central terminal board 246, and first andsecond electrical conduit portions 248, 250 electrically connecting thecentral terminal board 246 to the first terminal board 242 and thesecond terminal board 244, respectively. The one or more operationalcomponents 232 a of the vehicle 218 a may be electrically connected tothe central terminal board 246 and, thereby, to the MU cable system 226generally.

As shown in FIGS. 3 and 4, the MU cable system 226 further comprises anMU cable jumper 252. The jumper 252 comprises first and second plug ends254, 256 and a flexible cable portion 258 electrically and mechanicallyconnecting the plug ends together. The plug ends 254, 256 fit into theMU ports 236, 238. The MU cable jumper 252 may be electricallysymmetrical, meaning either plug end can be attached to either port. TheMU cable jumper 252 is used to electrically interconnect the internal MUelectrical systems 240 of the adjacent vehicles 218 a, 218 b. As shownin FIG. 3, for each adjacent pair of vehicles 218 a, 218 b, one plug end254 of an MU cable jumper 252 is attached to the second MU port 238 ofthe powered vehicle 218 a, and the other plug end 256 of the MU cablejumper 252 is attached to the first MU port 236 of the powered vehicle218 b. The flexible cable portion 258 of the MU cable jumper 252 extendsbetween the two plug ends, providing a flexible electrical connectionbetween the two vehicles 218 a, 218 b.

The cable portion 258 (of the MU cable jumper 252) may include aplurality of discrete electrical wires, while the conduit portions 248,250 each include one or more discrete electrical wires and/or non-wireelectrical pathways, such as conductive structural components of thevehicle, pathways through or including electrical or operationalcomponents, circuit board traces, or the like. Although certain elementsin FIG. 3 are shown as including “n” discrete electrical pathways, itshould be appreciated that the number of discrete pathways in eachelement may be different, i.e., “n” may be the same or different foreach element.

In some embodiments, the plug ends 254, 256 may include a plurality ofelectrical pins, each of which fits into a corresponding electricalsocket in an MU port. The number of pins and sockets may depend on thenumber of discrete electrical wires or channels extant in the internalelectrical system 240, MU cable jumper 252, etc. In one example, eachplug end 254, 256 is a twenty seven-pin plug.

The central terminal board 246, the first terminal board 242, and thesecond terminal board 244 may each comprise an insulating base (attachedto the vehicle) on which terminals for wires or cables have beenmounted. This may provide flexibility in terms of connecting differentoperational components to the MU cable system.

Depending on the particular type and configuration of the vehicle, theelectrical conduit portions 248, 250 and MU cable jumpers 252 may beconfigured in different manners, in terms of the number “n” (“n” is areal whole number equal to or greater than 1) and type of discreteelectrical conduits. In one example, each conduit portion 248, 250 andthe jumper cable portion 258 include a plurality of discrete electricalwires, such as 12-14 gauge copper wires. For example, the MU cablesystem 226 may include 27 wires (and corresponding pins) configuredcorresponding to a standard MU configuration.

Signals sent along one or more of the MU lines may be used to transmitinformation via conventional MU communication techniques, whilemodulated signals overlayed on one or more of the MU lines may be usedto transmit information or messages via a packets as discussed above.For example, messages used to determine message characteristicinformation (e.g., communication rates) may be sent using modulatedsignal overlayed on one or more of the MU lines.

As used herein, the term “MU cable system” refers to the entire MU cablesystem or any portion(s) thereof, e.g., terminal boards, ports, cablejumper, conduit portions, and the like. As should be appreciated, whentwo vehicles are connected via an MU cable jumper 252, both the MU cablejumper 252 and the internal MU electrical systems 240 of the twovehicles together are part of the MU cable system. As subsequentvehicles are attached using additional MU cable jumpers 252, those cablejumpers and the internal MU electrical systems 240 of the subsequentvehicles also become part of the MU cable system.

Returning to FIG. 2, the system network 210 may include the routertransceiver units 234 a, 234 b, 234 c of the respective vehicles 218 a,218 b, 218 c. The router transceiver units 234 a, 234 b, 234 c may beeach communicatively coupled to the MU cable system 226. The routertransceiver units in the illustrated embodiment 234 a, 234 b, 234 c areconfigured to transmit and/or receive data in a standard MU format orother non-network data as well as data transmitted via a modulatedsignal over one or more wires or channels of a MU cable, such as viaeMU, or other network data, over the MU cable system 226. Therouter/transceiver units 234 a-234 c may be incorporated into, forexample, a communication module (e.g. communication modules 112, 122,132. In some embodiments, the router transceiver units 234 a, 234 b, 234c are configured to change the data into a different form so that thedata may be used by other operational components. For example, therouter transceiver units 234 a, 234 b, 234 c may be configured todecapsulate or demodulate the data after the data is received.

FIG. 5 illustrates a flowchart of a method 500 for determining the orderof vehicles of a vehicle system (e.g., powered units of a consist), inaccordance with one embodiment. The method 500 may be performed, forexample, using certain components, equipment, structures, or otheraspects of embodiments discussed above. In certain embodiments, certainsteps may be added or omitted, certain steps may be performedsimultaneously or concurrently with other steps, certain steps may beperformed in different order, and certain steps may be performed morethan once, for example, in an iterative fashion.

At 502, a message for determining message characteristic information isdeveloped. The message may be configured for determining messagecharacteristic information, such as a communication rate. For example,the message may be configured to be of a sufficient size to reliablymeasure a communication rate via a tunnel between two vehicles over agiven amount of time. In some embodiments, the message may includecontent to be utilized by a target or receiving vehicle during operationor traversal of a route, while in other embodiments the message may beconfigured solely for the purpose of determining a communication rate.

At 504, messages are sent from a first vehicle of a consist (e.g., thelead vehicle of the consist) to other vehicles in the consist for whichan ordering is desired. For example, a message may be sent to each otherpowered unit of the consist. In some embodiments, the messages may besent via packets, where the payload portion of the packet issubstantially similar for each packet, but where the header (or othercontrol portion) of each packet is configured so that the particularpacket is targeted to a single recipient vehicle. For example, the firstvehicle of the consist may sent an individual packet (or message) toeach powered unit of the consist via a virtual tunnel communicativelycoupling the particular powered unit to the lead unit. The packets ormessages may be send substantially simultaneously. In some embodiments,the packets may be sent at more than one time, for example, to determinean average communication rate. In some embodiments, the payload portionof the packets sent to each vehicle may be substantially similar, whilein other embodiments, the payload portion of the packets sent may varyaccording to the vehicle to which the particular packet is sent.

At 506, message characteristic information is obtained. Messagecharacteristic information may be obtained describing a transmissioncharacteristic between the first vehicle and each vehicle to which amessage was sent at 504. For example, a communication rate may bedetermined based on the amount of time each vehicle requires to receiveand/or acknowledge the particular packet sent. As another example, thecommunication rate may be determined based on a rate negotiated betweentwo vehicles responsive to the sending of a packet or message from oneof the vehicles to the other. Additionally or alternatively, the messagecharacteristic information may include signal quality metricinformation, such as SNR.

At 508, ordering information is determined. The ordering information mayinclude distance information. For example, the message characteristicinformation may be used to provide a ranking of each powered unit withrespect to the first vehicle. For example, each vehicle may be rankedaccording to communication rate, with the vehicles having lowercommunication rates determined to be farther away from the first vehiclethan the vehicles having higher communication rates.

At 510, a message for determining message characteristic information isdeveloped. The message may be configured for determining messagecharacteristic information, such as a communication rate, and isconfigured to be sent by a second vehicle. The message may besubstantially similar to the message determined at 502. For example, themessage may be configured to be of a sufficient size to reliably measurea communication rate via a tunnel between two vehicles over a givenamount of time. In some embodiments, the message may include content tobe utilized by a target or receiving vehicle during operation ortraversal of a route, while in other embodiments the message may beconfigured solely for the purpose of determining a communication rate.

At 512, messages are sent from the second vehicle of the consist toother vehicles in the consist for which an ordering is desired. Forexample, a message may be sent to each other powered unit of theconsist. In some embodiments, the messages may be sent via packets,where the payload portion of the packet is substantially similar foreach packet, but where the header of each packet is configured so thatthe particular packet is targeted to a single recipient vehicle. Thepackets or messages may be send substantially simultaneously. In someembodiments, the packets may be sent at more than one time, for example,to determine an average communication rate.

At 514, message characteristic information is obtained. Messagecharacteristic information may be obtained describing a transmissioncharacteristic between the second vehicle and each vehicle to which amessage was sent at 512. For example, a communication rate may bedetermined based on the amount of time each vehicle requires to receiveand/or acknowledge the particular packet sent. As another example, thecommunication rate may be determined based on a rate negotiated betweentwo vehicles responsive to the sending of a packet or message from oneof the vehicles to the other. Additionally or alternatively, the messagecharacteristic information may include signal quality metricinformation, such as SNR.

At 516, ordering information is determined. The ordering information mayinclude distance information. For example, the message characteristicinformation may be used to provide a ranking of each powered unit withrespect to the second vehicle. For example, each vehicle may be rankedaccording to communication rate, with the vehicles having lowercommunication rates determined to be farther away from the secondvehicle than the vehicles having higher communication rates. In someembodiments, steps 510-516 may be performed at additional vehicles(e.g., each powered unit of a consist).

At 518 ordering information determined locally at the second vehicle issent to the first vehicle. In some embodiments, ordering informationdetermined locally at additional vehicles may also be sent to the firstvehicle. At 520, the ordering information determined at the first andsecond vehicles (along with, in some embodiments, ordering informationfrom other vehicles) is used to determine the order of vehicles in theconsist. As discussed above, the information from various vehicles maybe weighted or otherwise given preference to information from one ormore other vehicles based on, for example, proximity to vehicles inquestion, or, as another example, signal quality metrics.

At 522, the consist is operated using the determined order. For example,commands for tractive or braking efforts may be tailored based on theposition of vehicles in a consist. In some embodiments, a trip planoriginally developed without knowing the position of individual vehiclesin the consist is revised to fine-tune braking or tractive effortcommands based on the position of vehicles in the consist. For example,braking efforts of vehicles toward the front of a consist may beincreased over a portion or portions of a mission performed by theconsist.

Embodiments may also include computer readable media with instructionsthat are configured to direct a processor to execute or perform thevarious method operations described herein. Embodiments may also includepowered vehicles including the various modules and/or components orvehicle networks described herein. Moreover, embodiments describedherein may include vehicle consists that include the various modulesand/or components, the vehicle networks, or the system networksdescribed herein.

In one embodiment, a system is provided that includes a firstcommunication module and a first ordering determination module. Thefirst communication module is configured to be disposed onboard a firstvehicle of a vehicle consist and to communicate individual messages thatare targeted for communication with respective individual secondvehicles of the vehicle consist. The first ordering determination moduleis configured to be disposed onboard the first vehicle of the vehicleconsist, and to determine an order of the first vehicle and one or moreof the second vehicles in the consist using message characteristicinformation. The message characteristic information corresponds to oneor more transmission characteristics of the individual messages.

In another aspect, the second vehicles include a second vehicle and athird vehicle. The system further includes second and thirdcommunication modules configured to be respectively disposed onboard thesecond vehicle and the third vehicle. The second and third communicationmodules are configured to communicate with one another via an individualpath configured to communicatively couple the second and thirdcommunication modules. The system also includes second and thirdordering determination modules configured to be respectively associatedwith the second and third communication modules and respectivelydisposed onboard the second vehicle and the third vehicle. The secondand third ordering determination modules are configured to determinerespective distance information for the second vehicle and the thirdvehicle on which the second and third ordering determination modules areconfigured to be disposed, respectively, using information correspondingto a characteristic of communication between the second and thirdcommunication modules over the individual path.

In another aspect, the message characteristic information includescommunication rate information corresponding to rates of communicationof the individual messages. In some embodiments, the communication rateinformation includes averaged communication rate information. In someembodiments, the individual messages comprise messages configuredspecifically for measuring rates of communication. In some embodiments,the first ordering determination module is configured to determinedistance information corresponding to the relative distance of a givenvehicle from the first vehicle based on the relative rates of plural ofthe individual messages, wherein a vehicle with which the firstcommunication module communicates with at a faster rate is determined tobe relatively nearer to the first vehicle than a vehicle with which thefirst communication module communicates with at a slower rate.

In another aspect, the first communication module is communicativelycoupled to plural of the second vehicles via a multiple unit (MU) line.In some embodiments, the first communication module is configured tocommunicate with the plural of the second vehicles via Ethernet overmultiple unit (eMU) using modulated signals overlayed on the MU line.

In another aspect, at least some of the individual messages are sentsubstantially simultaneously.

In another embodiment, a method (e.g., a method for determining theorder of plural vehicles in a consist) is provided that includessending, from a first communication module disposed onboard a firstvehicle of a vehicle consist, plural first individual messages tocorresponding plural second vehicles of the vehicle consist. The methodalso includes determining first message characteristic informationcorresponding to the second vehicles receiving the first individualmessages. The method also includes determining, at an orderingdetermination module disposed onboard the first vehicle, a vehicle orderof the consist using the first message characteristic information.

In another aspect, the method includes sending, from a secondcommunication module disposed onboard one of the second vehicles of thevehicle consist, plural second individual messages to at least some ofthe other second vehicles or the first vehicle. The method may alsoinclude determining second message characteristic informationcorresponding to the at least some of the other second vehicles or thefirst vehicle receiving the second individual messages from the secondcommunication module. The method may further include determining, at theone of the second vehicles, using the second message characteristicinformation, distance information corresponding to distances of the atleast some of the other second vehicles or the first vehicle receivingthe second individual messages from the second communication module,wherein the vehicle order of the consist is determined at the firstvehicle using the distance information.

In another aspect, the first message characteristic information includescommunication rate information corresponding to rates of communicationof the first individual messages. In some embodiments, the communicationrate information includes averaged communication rate information.

In another aspect, the method may further include configuring theindividual messages specifically for measuring rates of communication.

In another aspect, the method may include sending the individualmessages to the plural second vehicles via Ethernet over multiple unit(eMU) using modulated signals overlayed on a multiple unit (MU) line.

In another aspect, at least some of the plural first individual messagesare sent substantially simultaneously.

In another embodiment, a tangible and non-transitory computer readablemedium is provided that includes one or more computer software modulesconfigured to direct a processor to send, from a first communicationmodule disposed onboard a first vehicle of a vehicle consist, pluralfirst individual messages to corresponding plural second vehicles of thevehicle consist. The one or more computer software modules are alsoconfigured to direct the processor to determine first messagecharacteristic information corresponding to the second vehiclesreceiving the first individual messages. The one or more computersoftware modules are also configured to direct the processor todetermine, at the first vehicle, a vehicle order of the consist usingthe first message characteristic information.

In another aspect, the one or more computer software modules are alsoconfigured to direct the processor to send, from a second communicationmodule disposed onboard one of the second vehicles of the vehicleconsist, plural second individual messages to at least some of the othersecond vehicles or the first vehicle, to determine second messagecharacteristic information corresponding to the at least some of theother second vehicles or the first vehicle receiving the secondindividual messages from the second communication module, and todetermine, at the one of the second vehicles, using the second messagecharacteristic information, distance information corresponding todistances of the at least some of the other second vehicles or the firstvehicle receiving the second individual messages from the secondcommunication module. The processor is directed to determine, at thefirst vehicle, the vehicle order of the consist using the distanceinformation.

In another aspect, the first message characteristic information includescommunication rate information corresponding to rates of communicationof the first individual messages. In some embodiments, the communicationrate information includes averaged communication rate information.

In another aspect, the individual messages include messages configuredspecifically for measuring rates of communication.

In another aspect, at least some of the plural first individual messagesare sent substantially simultaneously.

The various components (e.g., the router transceiver units) and modulesdescribed herein may be implemented as part of one or more computers,computing systems, or processors. The computer, computing system, orprocessor may include a microprocessor. The microprocessor may beconnected to a communication bus. The computer or processor may alsoinclude a memory. The memory may include Random Access Memory (RAM) andRead Only Memory (ROM). The computer or processor further may include astorage system or device, which may be a hard disk drive or a removablestorage drive such as a floppy or other removable disk drive, opticaldisk drive, and the like. The storage system may also be other similarmeans for loading computer programs or other instructions into thecomputer or processor. The instructions may be stored on a tangibleand/or non-transitory computer readable storage medium coupled to one ormore servers.

As used herein, the term “computer” or “computing system” may includeany processor-based or microprocessor-based system including systemsusing microcontrollers, reduced instruction set computers (RISC),application specific integrated circuits (ASICs), logic circuits, andany other circuit or processor capable of executing the functionsdescribed herein. The above examples are exemplary only, and are thusnot intended to limit in any way the definition and/or meaning of theterm “computer” or “computing system.”

The set of instructions may include various commands that instruct thecomputer or processor as a processing machine to perform specificoperations such as the methods and processes described herein. The setof instructions may be in the form of a software program. The softwaremay be in various forms such as system software or application software.Further, the software may be in the form of a collection of separateprograms, a program module within a larger program or a portion of aprogram module. The software also may include modular programming in theform of object-oriented programming. The processing of input data by theprocessing machine may be in response to user commands, or in responseto results of previous processing, or in response to a request made byanother processing machine.

As used herein, the terms “software” and “firmware” are interchangeable,and include any computer program stored in memory for execution by acomputer, including RAM memory, ROM memory, EPROM memory, EEPROM memory,and non-volatile RAM (NVRAM) memory. The above memory types areexemplary only, and are thus not limiting as to the types of memoryusable for storage of a computer program.

It is to be understood that the above description is intended to beillustrative, and not restrictive. For example, the above-describedembodiments (and/or aspects thereof) may be used in combination witheach other. In addition, many modifications may be made to adapt aparticular situation or material to the teachings without departing fromits scope. While the dimensions and types of materials described hereinare intended to define the parameters, they are by no means limiting andare exemplary embodiments. Many other embodiments will be apparent toone of ordinary skill in the art upon reviewing the above description.The scope should, therefore, be determined with reference to theappended claims, along with the full scope of equivalents to which suchclaims are entitled. In the appended claims, the terms “including,”“includes,” and “in which” are used as the plain-English equivalents ofthe respective terms “comprising,” “comprises,” and “wherein.” Moreover,in the following claims, the terms “first,” “second,” and “third,” etc.are used merely as labels, and are not intended to impose numericalrequirements on their objects. Further, the limitations of the followingclaims are not written in means-plus-function format and are notintended to be interpreted based on 35 U.S.C. §112, sixth paragraph,unless and until such claim limitations expressly use the phrase “meansfor” followed by a statement of function void of further structure.

This written description uses examples to disclose several embodiments,and also to enable any person skilled in the art to practice theembodiments, including making and using any devices or systems andperforming any incorporated methods. The patentable scope is defined bythe claims, and may include other examples that occur to one of ordinaryskill in the art. Such other examples are intended to be within thescope of the claims if they have structural elements that do not differfrom the literal language of the claims, or if they include equivalentstructural elements with insubstantial differences from the literallanguages of the claims.

As used herein, an element or step recited in the singular and proceededwith the word “a” or “an” should be understood as not excluding pluralof said elements or steps, unless such exclusion is explicitly stated.Furthermore, references to “one embodiment” are not intended to beinterpreted as excluding the existence of additional embodiments thatalso incorporate the recited features. Moreover, unless explicitlystated to the contrary, embodiments “comprising,” “including,” or“having” an element or a plurality of elements having a particularproperty may include additional such elements not having that property.

Since certain changes may be made in the above-described system andmethod for communicating data in a vehicle system or consist, withoutdeparting from the spirit and scope of the embodiments described herein,it is intended that all of the subject matter of the above descriptionor shown in the accompanying drawings shall be interpreted merely asexamples illustrating the inventive subject matter herein and shall notbe construed as limiting.

What is claimed is:
 1. A system comprising: a first communication moduleconfigured to be disposed onboard a first vehicle of a vehicle consist,the first communication module configured to communicate individualmessages that are targeted for communication with respective individualsecond vehicles of the vehicle consist; and a first orderingdetermination module configured to be disposed onboard the first vehicleof the vehicle consist, the first ordering determination moduleconfigured to determine an order of the first vehicle and one or more ofthe second vehicles in the consist using message characteristicinformation, the message characteristic information corresponding to oneor more transmission characteristics of the individual messages.
 2. Thesystem of claim 1, wherein the second vehicles comprise a second vehicleand a third vehicle, and the system further comprises: second and thirdcommunication modules configured to be respectively disposed onboard thesecond and third vehicles, the second and third communication modulesconfigured to communicate with one another via an individual pathconfigured to communicatively couple the second and third communicationmodules; and second and third ordering determination modules configuredto be respectively associated with the second and third communicationmodules and respectively disposed onboard the second and third vehicles,wherein the second and third ordering determination modules areconfigured to determine respective distance information for the secondand third vehicles on which the second and third ordering determinationmodules are configured to be disposed, respectively, using informationcorresponding to a characteristic of communication between the secondand third communication modules over the individual path.
 3. The systemof claim 1, wherein the message characteristic information includescommunication rate information corresponding to rates of communicationof the individual messages.
 4. The system of claim 3, wherein thecommunication rate information includes averaged communication rateinformation.
 5. The system of claim 3, wherein the individual messagescomprise messages configured specifically for measuring rates ofcommunication.
 6. The system of claim 3, wherein the first orderingdetermination module is configured to determine distance informationcorresponding to the relative distance of a given vehicle from the firstvehicle based on the relative rates of plural of the individualmessages, wherein a vehicle with which the first communication modulecommunicates with at a faster rate is determined to be relatively nearerto the first vehicle than a vehicle with which the first communicationmodule communicates with at a slower rate.
 7. The system of claim 1,wherein the first communication module is communicatively coupled toplural of the second vehicles via a multiple unit (MU) line.
 8. Thesystem of claim 7, wherein the first communication module is configuredto communicate with the plural of the second vehicles via Ethernet overmultiple unit (eMU) using modulated signals overlayed on the MU line. 9.The system of claim 1, wherein at least some of the individual messagesare sent substantially simultaneously.
 10. A method comprising: sending,from a first communication module disposed onboard a first vehicle of avehicle consist, plural first individual messages to correspondingplural second vehicles of the vehicle consist; determining first messagecharacteristic information corresponding to the second vehiclesreceiving the first individual messages; and determining, at an orderingdetermination module disposed onboard the first vehicle, a vehicle orderof the consist using the first message characteristic information. 11.The method of claim 10, further comprising: sending, from a secondcommunication module disposed onboard one of the second vehicles of thevehicle consist, plural second individual messages to at least some ofthe other second vehicles or the first vehicle; determining secondmessage characteristic information corresponding to said at least someof the other second vehicles or the first vehicle receiving the secondindividual messages from the second communication module; anddetermining, at said one of the second vehicles, using the secondmessage characteristic information, distance information correspondingto distances of said at least some of the other second vehicles or thefirst vehicle receiving the second individual messages from the secondcommunication module; wherein the vehicle order of the consist isdetermined at the first vehicle using the distance information.
 12. Themethod of claim 10, wherein the first message characteristic informationincludes communication rate information corresponding to rates ofcommunication of the first individual messages.
 13. The method of claim12, wherein the communication rate information includes averagedcommunication rate information.
 14. The method of claim 10, furthercomprising configuring the individual messages specifically formeasuring rates of communication.
 15. The method of claim 10, furthercomprising sending the individual messages to the plural second vehiclesvia Ethernet over multiple unit (eMU) using modulated signals overlayedon a multiple unit (MU) line.
 16. The method of claim 10, wherein atleast some of the plural first individual messages are sentsubstantially simultaneously.
 17. A tangible and non-transitory computerreadable medium comprising one or more computer software modulesconfigured to direct a processor to: send, from a first communicationmodule disposed onboard a first vehicle of a vehicle consist, pluralfirst individual messages to corresponding plural second vehicles of thevehicle consist; determine first message characteristic informationcorresponding to the second vehicles receiving the first individualmessages; and determine, at the first vehicle, a vehicle order of theconsist using the first message characteristic information.
 18. Thecomputer readable medium of claim 17, wherein the computer readablemedium is further configured to direct the processor to: send, from asecond communication module disposed onboard one of the second vehiclesof the vehicle consist, plural second individual messages to at leastsome of the other second vehicles or the first vehicle; determine secondmessage characteristic information corresponding to said at least someof the other second vehicles or the first vehicle receiving the secondindividual messages from the second communication module; and determine,at said one of the second vehicles, using the second messagecharacteristic information, distance information corresponding todistances of said at least some of the other second vehicles or thefirst vehicle receiving the second individual messages from the secondcommunication module; wherein the processor is directed to determine, atthe first vehicle, the vehicle order of the consist using the distanceinformation.
 19. The computer readable medium of claim 17, wherein thefirst message characteristic information includes communication rateinformation corresponding to rates of communication of the firstindividual messages.
 20. The computer readable medium of claim 19,wherein the communication rate information includes averagedcommunication rate information.
 21. The computer readable medium ofclaim 17, wherein the first individual messages comprise messagesconfigured specifically for measuring rates of communication.
 22. Thecomputer readable medium of claim 17, wherein at least some of theplural first individual messages are sent substantially simultaneously.